Terminal passenger-station and other railway structure.



A. M. IRVING. TERMINAL PASSENGER STATION AND OTHER RAILWAY STRUCTURE.

APPLIGATIGN FILED MAR.10, 1909 Patented Mar. 29, 1910.

A. M. IRVING. TERMINAL mssnmm STATION AND OTHER RAILWAY STRUCTURE.

APPLIGATION FILED MAIL. 10, 1909.

Patented Mar. 29, 1910.

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TERMINAL PASSENGER STATION AND OTHER RAILWAY STRUCTURE.

APPLIGATIOK FILED MAR. 10. 1909.

Patented M31229, 1910.

4 BHEETS-SHEHT 3.

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AlPLIGATION FILED mm. 10, 1909 953, 1 69. Patented Mar. 29, 1910.

4 SHEETS-SH'GII'1' 4 UNITED STATES PATENT OFFICE.

ANTJBEW MACROBERT IRVING, OF NEW YORK, N. Y.,, ASSIGNOR OF ONE-HALF TO JOHN C. MCFARLAND, OF CHICAGO, ILLINOIS.

TERMINAL PASSENGER-STATION AND OTHER RAILWAY STRUCTURE.

To all whom it may concern:

Be it known that 1, ANDREW MAonoBEn'r Invnao, a citizen of the United States, and a resident of New York, in the county of Kings and State of New York, have ining hours, as is the common occurrence with number of passengers regard to suspension and other passenger railway structures, connecting large citles, an example of which is well illustrated by the Brooklyn bridge connecting the cities of New York and Brookl n, the capacity of which is limited to a double and single surface trolley per track and to two elevated tracks, the former of which are looped on the New York side and the latter branch into pockets between elevated platforms at opposite ends of the bridge, from whichelevated tracks however trains in Brooki n but not in New .York may now be switc ed to four differing street elevated railroads, the station tracks, platforms and the pockets however being suiiicicnt in number for receiving and landing overcrowded passengers from thecars of these four elevated railroads, and from the bridge trains proper.

The elevated tracks and latforms of the terminal stations of the firooklyn bridge were, for several years, suflicient to accommodate, with ease to the bridge and convenience to the asscngers, the traflic during the rush hours, but in view ofthe fact that the passenger traffic year 1884 was 8,529,840,2tnd increased in 1897 to 45,542 627, and was occasionally 410,467 per day, which would equal 149,820,455 for the year and has since increased in numbers annually estimated to be on an average of about 243,000 per day, with a corres onding increased uring rush hours from Brooklvn to New York in the morning hours and ew York to Brooklyn in the early evening hours, it has for several years been wholly inadequate to meet the demand for the Specification of Letters Patent.

Application filed March 10,

Patented Mar. 29, 1910'.

1909. Serial No, 482,500.

upon it. The result of this constant increase in traffic is that in recent years, and particularly at the present time, the bridge has been twice daily so overloaded and ser1- ously strained that it is not only notoriously dangerous to the l ves of the passengers crossing it, but to the life and limb of the passengers, throu h their uncontrollable crowding on the p atforms in eiforts to gain entrance to outgoing trains, and to escape from the platformsof incoming trains to the street, to say nothing of their danger from packing in the cars, as may be daily witnessed during the rush hours referred to. The decrease in strength, and danger of destruction of the Brooklyn bridge due to this repeated and daily increasing strain, and the dan er to its passen ers from crowding on its p latforms cannot he remedied by ,increasing the rapidity and number of the cars, passing over it, by increasing the capacity of its platforms or the substitution 0 com tinuous, or by 100 tracks for the present double track shutt e and pocket system of running trains, for the reasons that cars and 30 trains of cars are now run so ra idly and close together as to alone be an e ement of danger; that the station platforms are of more capacity than is necessary to accommodate more passengers than the cars can 5 carry; and that even if the bridge were sub- 'stantially strengthened, which is not pos- .sible, it could not, for lack of track space,

meet .the demands for passenger traffic over it. a

The cost of the Brooklyn bridge and its present value is too great to justify its replacement by aiother bridge, and although engineers, and t e public throu h the newspapers, have repeatedly advise and urged the construction adjacent thereto of a larger and modern suspension bridge for carrying a portion of this rush trafliqno one prior to this invention has devised any plans by which the two bridges may be so connected and utilized to more than meet thepresent demands of the two structures, much less the daily increasing future demand of the passe ers and which accrue to this invention. no one before this invention has devised any plan or construction b which, with ,a new adjacent bridge, the rooklyn bridge may be exclusively used for light passenger traiiic',-its capacity for carrying passengers 11 other words, so far as I am aware,

in one direction and the accommodation of the number of different lines of cars can be substantially increased without now impossiblc additional bridge tracks, or changing the form, size and arrangement of the pres ent passenger receiving and discharging terminal platforms or by any arrangement of receiving and discharging platforms, and tracks compelling the train to move from a discharging to a receiving platform, and a complete separation of incoming from outgoing passengers from the moment, they pass through the entrances and exits to the tcrminal stations.

The prime object of thisinvention, broadly stated, is to relieve bridges, and particularly suspension bridges, from overstrains and overcrowding during the rush hours of assenger car tratlic through the medium an adjacent bridge, by means of platforms and trackways cooperating with each other to the end that it is practical to confine all li ht passenger traffic to the older and woe er bridge, and have the rush traffic beexclusively carried by the stronger and more modern adjacent bridge, and by which provision is made for the continuous forward movement of cars from one track to the other, and at will reversible in directions around duplea; groups of platforms, and, across said bridge.

More specifically stated the prime object of this invention is to relieve an old Overstraincd and overcrowded railroad passen ger trafiic bridge by an adjacent, modern and stronger railroad trafiic bridge without increasing the strength of the old bridge, changing the trackage tion platforms of the old bridge, and by such an arrangement of platforms for the terminal stations of the new bridge, and connection of the tracks of both in the terminal stations, that the new bridge, will substantially without limit, supply all increasing minal station provided with duplex groups 3 of platforms, one group of which is a receiving and the other a discharging platform for passengers, the incoming and outg ing tracks of which are continugusly so connected that cars running therein must be moved forwardly from their incoming tracks or the terminal sta-.

and discharging platforms, to the out oing tracks of their receiving platforms an that said cars may be directed to any predetermined platform of both groups.

Another object is, not onl to relieve an old bridge from objectionab e and danger ons strains and the overcrowdin of asscngers on its platforms without clan ing its platforms and tracka e, by the emp oyment of a'nother bridge a jacent thereto, but to have the entrances, exits and )proachcs to the platforms of the terminal stations of both of said bridges so arranged and coopcrating therewith that it is not possible for incoming and outgoing passengers to at, any time obstruct the passage of the other in oing to and coming from trains whereby t e egress and ingress of the passengers from trains and through the stations and to their train platform, is correspondingly facilitated. i

A further object of this invention is to reduce to a minimum the power necessary for-o eratin the trains upon both bridges and t e han ling of the passengers to and from their trains.

A further object of this invention is to provide means by which to avoid any necessity for the transmission of empty cars from one terminal station to the other to i meet usual rush traffic in either direction between the two stations.

\Vith thcse ends in view, this invention finds embodiment in ertain features ofnovcity in the construction, combination and arrangement of parts by which the said ohjeets and certain other objects are hereinafter. attained, all as fully described with reference to the accompanying drawin 's, and more particularly pointed out in he claims. i

In said drawings Fi ured represents in plan view :th'elsecond level platforms and tracks of a terminal station and.the approaches thereto embodyin my invention. Fig. S3 is a similar view SEOWlIlg the first level thereof, the .street level approaches and Stairways therefor. Fig. 3 is a vertical section of one of the terminal stations showing the adaptation thereof from the station of a subway train to the platform of city elevated and also bridge trains. Fig. 4: is a similar view showing exit passages from bridge trains to city elevated trains and subway trains. Fig. 5 is a detail transverse section through a terminal station showing the station inclosure, platforms and tracks and space providing for the storage of ex cess cars therein. 6 is a-similar view showing an elevated walk from which passcngers may pass from one group of platforms to the other and to the platforms of any of the bridge or city elevated tracks. Figs. 7 and 8 are diagrammatic transverse views respectively, showing the different lltl levels of the roadways, subway, city elevated and bridge tracks of the new and the old. bridge, and Fig. 9 1s a dlagrannnatic View illustrating the transverse support of 'scril'ied as the old bridge together with its irackways, pillt'litlllll levels, a.p 'n'oaclics, etc, and the adjacent bridge as the new bridge together with its platform levels, ap Jroaches, etc.

fixtending along one side of the old bridge Fig. 1) is a wagon road 10 connected. with the level of a street 11 by an incline 12 converging at 13, the opposite side of the bridge being occupied by double tracks Hand 15 for surface trolley cars, terminating in a loop crossing the. basement floor 16 (see Fig. 4) which is substantially on a level with the street within the station house, and an obstruction and danger to the entrance to and exit of the passengers from the station because necessarily crossedbefore access can be had from the basement floor to either the ticket oflices or bridge trains, which track crossing by my lnvention may he removed as hereinafter described. a

Next above the basement floor 16 of the station is the floor of the first level 17 now trackless and'exclusivcly used for. access to the bridge foot path 18 and as a landing for passengers ascending and descending to passengers platforms 15), 2O, 21, 22 and 23, sup ported by and rising above (see Fig. 4) the second level 24 of the terminal station, and on which are supported tracks 25, four in number, passing between the platforms and terminating at the front wall 26 of the station house, with the result that the cars run into pockets 27 between theplatforms and must therefore run out of them at the point at which they entered, the floor of the second level 24 (see Fig. 4) projects over and across a street 28 in front of the station house and is accessible from the opposite side of the street by a single stairway 29 (see Figs. 2 and 4) internally of the station house by a number of stairways 30, 30.

Access to and exit from the platforms on the second level is had by means of stairways 31 and 32 from the floor of the first level up through such platforms, and also by Stairways at the ends of the platforms.

The tracks 25 are connected by switches 34 su proggr, and for the support of these switch trains the floor of the second floor 24 extends somewhat beyond the switches, which ted on the second level 24F. with thq doub 4i ridge tracks and 36 of the bridge latter are so coi'istructcd that trains may he switched to any one of the tracks '35 for landing passengers.

The dotted line 37 in Fig. 1 indicates the line of the rear wall of the station house, the dotted line 38 the front wall, and in Fig. 2 the dotted line 39 the base tloor connection with the foot walk.

The wagon road of the old bridge not Wide enough nor can it be widened to meet the present and ever increasing demand upon it, nor can the bridge tracks do so because its tracks must be used to simultaneously carry passengers in opposite direc tions, and, as before suggested, the trolley tracks crossing the base floor are a menace to the life and limb of the passengers entering and departing from the terminal stations, and as the first now trackless level more than sufficient for the dangerous overcrowding of the platforms of the second level and overloading the bridge, it is important not only that a new and adjacent bridge be constructed for relieving the old bridge from ovcrstrains and accommodating the present excess of passengers in its terminal stations and across it, but for meeting all future seemingly'possiblc demands upon both structures on increasing several fold without an evcessively wide and strong new bridge, and it is to these ends my invention is directed.

The adjacent new bridge should, however,

be of modern construction, preferably some what greater in width, provided with a wider roadway 40, street approach all, a foot path if desired, the platforms of its tel minal stations of greater capacity and in numbers, access thereto accordingly. than are possible in the old bridge and with means by which trains from several differing railroads leading thereto, including elevated, surface and subway railroads, may be conducted over one or bothbridges. It is, however, proper to suggest that this invention is of such a character as to provide, as will be understood later on, for increasing several fold the passenger traffic capacity of independently operated adjacent bridges, and; this Without overstrains, even though the new bridge were similar in all respects and its platforms and approaches thereto of no greater capacity than those of the old bridge.

In the construction of the new bridge, and in order thatits weight may be so ported independently of the old bridge, t e new bridge is supported upon entirely new piers of its own, and for the further reason owing toathe greater width of the base of adjacent piers a space 42 is provided between the bridges and their passenger platforms for converi'ient storage and access to excess cars on both the first and second levels of the station Where they are conveniently in the way when wanted-and out of the way when not wanted of the traclw, and the switch tracks to the forms, ht-n not in use.

The tloor 43 upon which the tracks of the second level are supported extend to a line H rearwardlv ot theplatt'orms to a point 45 to nearly the terminal of the \\'llf'llt'. to duplex and'lna r be it ll and ts on the new formed continuous with Hour at of the old bridge, the switch. tracks from the two bridges being distributed be tween seven llliltfOIlllS, 49, 50, Cd, 5E2, 5 5, :34 and 5 over one of which are loltger by extending them toward the bridge beyond the platforms of the old bridge, and preferably many, if not all of them, are substantially wider and with access thereto from the first level, by means of stairways 5t}, .17 and as greater than those employed or necessary for the platforms the old bridge and each of them provided with end stairways 5!) leading from the floor of the second level and located adjacent the stairway 2 inside the station leading from the base floor to the lloor of the first level and therefore, as hereinafter described, to the platforms of bridge trolley cars and the elevated trains of other lines to the second level.

The track passage between the platforms of the new bridgi is open at both ends as they now are in the platforms of the old bridge on the second level, by reason of which the laterally increased space occupied by the platforms of the new bridge is vacant space now between the ends of the track of the old bridge and the front wall of the sta platto l a the correspondingly located space Mdll'll from theextension, or enlarge ment of the second level floor of the station house for the new bridge provides for a continuous connection of the tracks of the new and old bridges in the terminal station. and also by means of swit hes 60 wlnclw in onjunction with the sw'tches from the bridge tracks to the pla forms affords a means by which vars niav e shifted to any platform of the new bridgl'e and thence to any predetorznint-d platfrlrm of the old bridge. and a means by wltioln during rush traffic, an one or more t'acant platforms may receiveor diwharge lpassengers from the next incoming train or trains.

The switches 3-! between the platforms and the bridge track a now used in the old ln'idge. nt-ed no changing, and the switches til connecting the tracks of the new bridge with the platforms are mad to conform to the requirements and exigencies before stated, and it should also be noted that no changes are made or between them is now open at both ends and the pre ent tracks terminate at the end wall Indicated in Fig. 1.

passengers, the main] several triple tracks l)]'|tlgt','t1lltl is the second level Below the second level floor 43 is (see Fig. 2) the first level floor 63 extended to the wall of the station house adjacent the wagon road '10 and toward the new bridge StltllUWlttll. forwardly beyond the end of the old 1. latl'orn1.

I invention includes the erection on the first. level floor of the old bridge of five pas sene'er platforms CA, 65, (56, U7 and (i8 elelul -(l above the floor end to the line of the floors of the cars running on tracks tit) between them, and on the same line of the new bridge a similar number (if-platforms 70, 71, T2. 13 and T4 with tracks running between them, which tracks are continuous by hit-ans ofswltches It the tracks (if) being by means of switches 77 ct'innccted. beyond the platform with the double trolley tracks H and t5, and next the wagon roadby a single track 78, the tracks 75 of the new bridge being connected hv switches it in turn connected, with a double trolley bridge tracks 80. In this connection it should be noted that in Figs 1 and 2 are shown double tracks (see Fig. 3) to which subway trains may be switched and thence transferred across the bridge.

The added platforms 6st to 68 inclusive on this first level are accessible by means of l r l l l l l are necessary in the platforms 1!) to 23 inclusive, for the space for whose eonveme stair-ways tit and 82 directly through the platforn'is, and end Stairways 83 preferably adjacent which or some of which Stairways 8t, 82 and are stair-ways 84 leading from t e base floor thereto and with a landing 85 bheretm, and'thcnoe by Stairways 86 to and through the platforms on the second level, there being, however, between the road 41 and the platform 70, floor space 87 on the first level nottcoccupied by elevated platforms and whence passengers ma ascend and descend by Stairways direct y to and through the overhead. platforms, 49, 50 and 51 on the second level, adjacent Stairways P" directly commuting the floor space 87 with the basement floor, with the result that a large number of pa 'sengers may pass from the basement" floor to the first level, and thence ascend to the platforms on the second level without coming in contact with passengcrs going to and from the platforms on tho l'irstlevt-l.

This inventioncontemplates and includes;

ha ring the street portion 90 extend the errtirc width of the front of the terminal station. and although it is somewhat narrowed, owing to the direction of the present street; 28 (Park Road) and as indicated at; 91, it is cstimhtbd'to be of sufficient capacity to, with the six additional broad Stairways 92,sh0wn in Fig. 2. accommodate all increase of passengers using it for some years to come, and Dec ticket offices 93 and gates 94 extend across the second level as indicated in Fig. 2.

As a means by which the street crossing passengers, immediately on entering'the station house, may have direct access to ard from the broad platform 87 and thence to the overhead platforms 4:9, 50 and 51 on the second level, and particularly during rush hours, stair-ways 95, adjacent the front entrance of the terminal station, lead directly up through the floor of the second level 24, and thence to a platform 96 (see Figs. 2, 3, 4- and 5) connected by stairways 97 to the broad platform 98 on the first level immediately below the )latforms 19, 50 and 51 of the second level,'to which they may then ascend by means of the Stairways 89.

Ticket offices and gates for outgoin passengere'to the first level platforms should. (see Fig 4) extend across the platform as indicated at 99, so that passengers from the street crossing platform of the first level, after paying their fare at the ticket Offices 93, may, without passing these latter ticket offices, have access to the platforms on the second level.

Ticket offices for foot passage to the brid e and both groups of platforms'on the first evel should also be provided, with their arrangement suited to the needs of passengers entering thereon, and need not. be shown or described in detail, as for example they may extend across the floor of the basement directly below the ticket offices as indicated at 99. I

In Fig. 5 is indicated diagrammaticallya cross section of a duplex station, elevations, etc.., on the line A-'A of Iiig. 1, looking in the direction of the arrows, showing means by which the space between the duplex station houses may be utilized for the storage of cars, or, as indicated at 100, the base floor of the station house to meet the demands to any unusual, and particularly any unexpected rush of traffic, and to these ends such cars may be so stored'in both terminal stations ready for immediate. use.

Asshown in Figs. .3, l, 5 and 6 the roofs of 1:. (so stations may be rovided with suit? bl windows and venti ators 101, and the ide walls thereof with windows 102 for the admissi on of light and ventilating purposes. In Fig. 7, 103 indicates the level of the wagon roa7l, 104 the level of the subway tracks,105 the support for the tracks of the up er level, and 106 the 'su port for the taro ley traoks at the point 9 their passage throu h the main piers of the new bridge.

in 'ig. 8 the support of the presentdouble trolle tracks on the piers is indicated at 107, the uplex bridge track ways at 108 and. 109, the foot road at 110, the single trolley,

track support at 111 and the wagon road may at 112. ig. 9 diagrammatically illustrates a means for supporting the tracks of the new bridge and. in which the girder 113 supports a truss frame 114, to which is also trusscd a necessarily changin bridge or-dbuble track system.

- tra top cross bar 115, projecting laterally be yond the frame and connected by vertical bars 116 with the girder 113 and by means of suitable truss rods 117.

So far as the tracks across the old bridge are concerned there is no change over those present and provided for, except that of placing a third track adjacent the double trolley tracks now at one side of the brid e, and for which there is ample room, where y it is made possible by this invention to use three tracks for carryin rush traflic and the single track next the o1 wagon road exclusively for light traflic, and just as it is proposed to do with regard to the passenger tralilc from the platforms on the second level and for which provision is likewise made. In other words, by my invention it is first made possible and practical to run the cars upon both levels on a continuous track, and by reversing the direction of their running to exclusively use an adjacent and newer bridge and its platforms for rush trafiic at different times of the day in both directions, and entirely separated therefrom, the group of platforms on the old bridge and without change exclusively for light traffic, without straining the old bridge and overcrowding its platforms.

Furthermore, my invention also provides means by which the resent waste space upon thefirst level of t e old bridge may be utilized for tracks and platforms for the cars of surface and elevated systems and from a larger number of differing lines than has before been possible without straining the old bridge and the overcrowding of its passenger platforms and trains, and the cooperating therewith of platforms on the same level for the adjacent bridge without the number of trolley tracks on the old ridge while making it practical to add a fourth track, and whereb it is practical and possible for all rush tro ley car and elevated train traflic may be accordingly carried entirely by the new brid e and the i'ghter trafiic exclusively by the o (1 without overstraining or overcrowding either the platforms or cars of the latter at either terminal station, or whereby provision hasbeen made for a new bridge with r transporting subway trains to and from the terminal stations thereofupon either a single I the operation of the du lex bridge dlis' and duplex grou s of p atfornis in which n invention fin s embodiment, all trains oh lmth levels, during the rush hours,

arerun in that direction on the newbridge toand through its platforms, and in the oposite direction toand past theplatforms of the old bri this direction of the trains being rovers when the direction of the rush travel is reversed as for exan'iple, the rush hours from Brooklyn to Ne w Yorh' are between seven and 10 in the morning and from New York to Brooklyn between four and seven in the evening, and as a result of -this all passengers during, the rush hours in 'empt editiuiin standing at the group of plat forms of the old brid c and bound for Brooklyn and leaving t 10 trains upon the platforms of the terminal station of the old Brooklyn bridge on their arrival:

By the arrangement of platforms described, it will be seen that no passenger can enter so long as it is standing at the platforms of the new bridge nor until 1t is switched to the platforms of the old bridge, and this is true as to the corresponding platforms at both of the terminal stations, the switch approaches to the several platforms and from one platform to the other providing a means by which a train on entering a station may be switched'to any one of the group of platforms therein, and by the switches conneetin the two maps of )latforms be switched tom the platform 0 any one grou to any platform of the other group'an with a continuous forward movementofthe cars and permitting the cars to be. directed to any particular platform of either grou and particularly to a temporary vacateg platform when others are no cupied by cars.

In the evening when the rush tratlic is from New York to Brooklyn the direction of the movement of the trains is reversed,

that-is to say, passengers from Brooklyn are exclusively transported over the ole brid e and to its platforms, and the rush tra e from New York to Brooklyn entirely over the new bridge from and to its terminal platforms.

From the foregoing it will now be obvious that in thus mukin brid e. to carry on y the lighter trallie du'r ing t 1e rush hours and that for running all trains thereon simultaneously in one diroc-' tion there is a substantial increase in its capacity for accommodating \vithout strain or overcrowding its passenger cars from a large number of both elevated and-seria ize Brooklyn lines than heretofore practica or possible, and this without cars assing as closely overthe bridge as hereto ore owing to the quickness of their transmission due to their continuous movement on the two bridges and from one to the other of the du plex platforms at their terminal stations.

it practieal for theold .\l in\ ention also provides for the storage ol exee-s ears between rush hours adjaeeut the platforms where they will nextbe needed and to this end contemplates switching such cars from time to time from the bridge tracks upon tra'ehs (not shown) between the two oppo ing groups of platforms on the first and second levels, such space not only being more than ample for this purpo e but affording a means by which a further numher of cars for sudden emergencies may conveniently be on hand in both terminal stations, as for example by havil'ig tracks (not i shown) on the level 104- (see Fig. 7: which may descend below the level of tie base floor of the station and be connected by t switches with the bridge tracks or by elevators be lifted to tracks in a plane above, the l elevators preferably bein provided with tracks registerii'ig with tie upper tracks 1 above referred to. l l

i l 1 l \Vith the arrangement of brid e tracks and platforms herein shown and eseribed, it will be seen that the platform capacity of the old bridge is doubled without the g0 contraction of any space neeessar for these platforms, that provision is made for still. a larger number of platforms of'substantially greater capacity for the new bridge and access to and exit therefrom, and that incoming and outgoin passengers from the stations cannot possib y obstruct each other, thereby correspondingly hastening their passage to and from trains and that by running the trains continuously there is a gain in 109 time of one minute in the runningftime of every train now consumed bythe necessity .,of the motorman, after enterin a staitiqn,

to pass to the opposite end of t e t raiiiffor ct ntroll'ing its exit therefrom.

Further, it is estimated by ski'ifnlj engineers that the construction herein shown and described, reduces ti strain upon the old bridge seventy er cent.(7;0%) and enables the handlin to ten thousand 0 (10,000) passengers 'per' ,inute without their being crushed or dammed, that is to say, six hundred thousan (600,000) passengers per hour, and certainl Y a sufiicient number to meet all possible 'emflndsl idr inany years to come.

Again, my invention'provides for a substantial saving of power in running these on) bi idges as com ared with that of the present bridge, for t rec sets of power ma-- 1 o chinery will run all of the trains of both bridges notwithstanding their numbers are increased upward of six fold, whereas two sets of machinery are now employed respectively for the trolley and bridge trains 5 410w employed. I

My 'nvention contemplates and includes the e loyment of automatically operated switches and signals control-led by train (19,

spatchelfi and 01" the construction now commeans by which suspension and other bridge structures may be relieved from overstrains by reason of rash traffic nor is it lin'iited to the tern'iinal stations for bridges, for my invention includes, without regard to bridges of any kind, the construction and arrangement of terminal passenger stations generally for railroads when elevated or otherwise.

Having described my invention, what I claim and desire to secure by Letters Patent of the United States is:

1. in a railway passenger station the com bination of two groups of ,platforms, each group having associated therewith a suit- 5 able number of tracks adapted to communicate with the tracks of the other group and one of said groups having a greater capacity for receiving and discharging passengers than the other, the equipment of the system being such that the platforms of the group of the larger capacity may be used eithcr as a receiving or as a discharging station.

2. In zpeaiiwav passenger station the combination of two groups of platforms on sepss arate levels, each group having associated therewith a suitable number of tracks adapted to connnunicate with the tracks of the other group and one of said groups having a greater capacity for receiving and discharging passengers than the other, the arrangement of the various tracks being such that the platforms of the groups of the larger capacity may be used either as a receiving or as a discharging station at the option of the party in charge of the trans portation.

3. A railway passenger station COInPl1S-' mg in combination groups of platforms,

tracks between the platform of each group,

and segmental track loi'ips so arranged that trains of cars can be run both in and out of the platform group having the greatest number of tracks, the entire terminal station being so arranged that trains and cars can be run from, into, and from, into out to in,

any platform group at the will of a train despatcher. 4. For handling rapid transit passenger crowds quickly, the combination and ar-' rangement of'switches and segmental loops,

bywhich are increased the number of tracks emanating from each main line and run between platforms outside the loops, xrl llereby increasing the number of trains a d cars at which can be run between the various platl forms and loaded or unloaded simultaneously. and also increasing the rapidity of loading and unloading and the manipulation of passageways and stairways of a terminal station.

.3. it railway passenger station compris ing in combination an elevated track level, two groups of platforms, tracks for the platforms of each group, segmental track connections around one end of both platforms. segmental track conmections between the op- )osite ends of said platforms to a less number of main tracks leading from said station, and approaches from the entrance of the station to each group of platforms. which said approaches are so arranged and separated lhat the passengers of one group of platforms cannot obstruct the passengers ,for the other group of platforms.

6. A railway passenger station comprising in combination two track levels one above the other, two groups of platforms on each level tracks for all of said platforms, scgmental track connections at one end thereof, segmental tracks connecting the platform tracks with a less number of main line tracks adjacent the station, and means whereby passengers for the several platforms may approach and have access without opposing or obstructing their passage to any other platform, substantially as described. l

T, A, railway passenger station comprising in combination a base level free from tracks, first and second track levels immediately over the base level, the base level providing an iunibstrucled passage for passc'ngers directly to a foot path extending beyond the station, stairwavs from the base levei to the first level and thence to the second level, stairwa vs directly from the base level directly to the second level, all of said Stairways being so arranged that passengers to outgoing trains on both levels cannot obstruct passengers from incoming trains at an, point within the station, substantially as described.

A railway passenger station comprising in cmnbination a basedlenel, a first track level extended to bridge an otherwise open street beyond the station, Stairways leading from the opposite side of said. street thereto,

ticket offices and gates on said bridge adjacent the station proper, two grou s of plat- .forms, tracks therefor continuous y connect ed at one end of said platforms, and switch connections between said platform tracks and a less number of tracks on the main line, a second track level immediately above provided with two groups of platforms, the arrangement; of which and their track connections being similar to those on the first level, the arrangement of said ticket ofiices being such that passengers over the elevated street crossing may not be obstructed by outgoing Said terminal connections may be automatically 0 Jel'illfill. at will to shift tIlIIHSa-flillll one ..described.

'9. A railway passenger station eomprieing 1n oombinatlon first and several tack lr-vvla one munecllately above tluother, two grow a of passenger ilatforma on each of aairl love a. j y

compr'mug J11 comlnnalmn a trmk level in a plane above the street a ,i 'ii'rmcll thereto, a

tracks theroor continuously comm-Mal by Segmental tracks at one Lllll llmrcol' on earth level; switches connecting the platform tracks witha less number of main ti rzlnz on each of and levels rcbpectively and crossing "two brirl e structures, one of which bridges is rovirecl with additional clouble tracks an approaches therein for subway trains, substantially as described.

10.- A railway terminal passenger comprising in combination tno separated. groups of platforms parallel to each other, tracks between each of said platforn'm, a less number of main tracks beyond one end of each of said platforms, tracks between the several platforms of each group, segmental connections continuously connecting the ter minals of said tracks with each other and with the main line tracks, means whereby main. ine to any platform of that line and from any onegrf said platforms to any plat.

station a form of the other group and ihenco to it main line tracl and mvana whereby eg1e= and ingruas to one group ul plat. orrns is separat d from the other group of platiornc. subfitmitially a (lcscrilaail.

l]. railway terminal pas enger station sceond track level innne iatcl y above said first level, groups of platforms in duplex arrangement Se )ai'atcLl from and parallel to each Ollltil,ll'lfil(8 between the adjacent platforum: on each level, segmental tracks eontinuouslyconnecting the terminals thereof, a less number of main tracks and segmental tracks connecting all of the platform Macks therewith, means by which the trains on any one track maybe switched to every platform track in sairl groups, and means by which said switching may be automatically pro- Lluced, substantially as (lGSClll'XKl.

In witness whereof, I have hereunto set;

my hand and alfixed my seal, this ninth day ofMamh A. D. 1909.

ANDREW MAUHOBEM IRVIXG.

WW tnesses Ymeanra K. Sm'rn, lG'rnE'n CURRY. 

